Auxiliary brake mechanism.



R. E.. LIEDLFF. Auxlmlmv BRAKE MECHANISM'. APPLICAHONHLED MAR.2'I.1917.

Patented Jan. 22, 1'918.

jy. i AT UNiTED sTArEs PATENT oFFion.

ROBERT i3. LIEDLOFF, or

sPoKANE, WASHINGTON.

AUXILIARY BRAKE MEGHANI'SM.'

Application filed March 27.

o @ZZ-'whom it may concern.' Be it knoivn that I, ROBERT B. LIEDLorF, a citizen. ofthe UnitedStates, residing at Spokane, in the county of Spokane and State of lVashington, have invented new and useful Improvements in Auxiliary 'Brake vlec-hanism, of which the ,following is a Specification.

This invention relates to improvements in lo aniviliaryl brake mechanism for an, air brake syst-em.

One of the'objects of this invention is to provide .an auxiliary mechanism which Will 'function to .hold the brakes "of a car in an air-set position after -air leakage has oc curred or if for any other reason the air fails to hold the brakes. lily invention includes, in this structure, an automatic feature whereby the auxiliary brake-holding mechanism will act automatically in the per` forma-nce of its function. 4 -It is not a. feature of my invention to supplant, modify or in tany way substitute mechanism of my invention for the 'air brake systems novv in'use, it being a cardinal Iieatureof my invention that means is provided for rendering the auxiliary device in- .operative as long as 4the brake system is op- :erativel and the device of my invention only 3o 'becomes operative Whenthe airbrake system`I itself fails Utoperform its '.funotion. 'Thus when a car is detachedfrom a train or lsvvfitc'hed onto a siding, if-the sidin is -on an incl-ine, it is customary to set thei rakes by .fri-"to hold the car against-'movement down the siding; However, after the car has stood4 o'nthesiding fora- 4period oftime varying in accordance with the condition of the air brakes on the car, it has been found that leakage occurs and the brakes are gradually eleasedbecause-of the fact that. the brake system ,is lnot tight enough to hold the air. i'nv''irder vto preferiti ar from getting .-.,tartedand running u ,it .is customary, 4:'. after the brakes have been set by air, to also set the' brakesby hand so that after the air leaks out, the brakes will hold the car against A movement. However, this setting and releasing of the hand brakes require a great 59 deal of time which itis one of the objects of 'my invention to avoid. A

f' Ylhen a car is equipped with the device in'v invention, it can be switched onto a f. ,l ligand after the air Alia-sset the brakes, '5'5" their `leakage" .from the syst-em' will release the device of my invention for operation,

automatically, tohold the brakes in the y.

Specification of Letters Patent.

v tive Patented Jan. 2 2, 1918.

1917. Serial No. 157,842.

nir-set position. Then the car is again coupled -up to'- the trainl line, the re-e-sta-blishment-of pressure in the brake system of the car will automatically render the device of my inventionlinoperative therebyr permi'tting the car to assume an operative relation with the rest' of the cars of the train to which 1t is attached or coupled.

Thus it will bel seen'that the device of my invention only operateswhen the airbra-ke system fails to' operate, and when the'.

system is in operation, the device of my in- 'car'and lshowin jthe'manner in which my invention is appied thereto. p Fig. 2 is a. Sectional vieiv of parts shown 1n Fig. 1, on a large. scale. with the device ofvmy inventionl in an inoperative position and showing the brake system retracted.

Fig. 3 is a view similar to Fig. 2 show-ing the device of .my invention inoperative and illustrating; the brake apply the brakes.

Fig. 4 showsthe brake cylinder retracted and 'the' de.Vice of my inventionin an operaosition. Li e` characters ofreference designate similar 'arts throughout the different iigures of t e drawing.

As illustrated, l designates the bottom' of a ca-r' from 'which is suspended the' usual .train line pipe .2'. The train line4 2 is .con

.nected by a pipe 3 with a triple valve 4, the

from one end of the cylinder When the piston 8 is fully retracted. as shown in Fig. 2. ,A retracting spring .10 is interposed between the piston 8f and a shoulder 11, formed on the cylinder. 'A push rod, which I will hereinafter term the brake rod, is designated at 12, and the same projects into the .hollow piston' rod '9 for actuation by the'piston 8 Whenthe latter is energized by pressure for a brake-settingstroke. All of the foregoing is common lto the general .type of air-brake system now in use.

piston advanced td sleeve I will next describe the attachment which comprises the device of my invention.

A brake rod holding member is provided which, in the present construction, is in the form of a clutch or holding sleeve 13. rThis sleeve 13 telescopes over the piston end of rod 12 and is provided with a closed actuating end 14 against which the end 15, of the brake rod, is adapted to engage. Broadly speaking, the brake rod 12 is held lo the against retraction indepenc ently thereof. iThe blinder holding end 14 of the sleeve is interposed between the end '15 o1 the brake rod and the piston 8 so thatwlien the latter is actuated on its pressure stroke, it will first engage the end 14 of the sleeve 13 and acting thereto, will engage the end 15 of the rod 12 to advance the same to a brake settin position. -When the piston 8 is released, ten the brake rodl2, on its retractive movement Ifrom a-brake settingpo# ,sition will also retract lsleeve 13. Thus the sleeve 13 and the rod 12 will always be in relatively close predetermined re-lation. I prefer to yieldingly connect the aeeve 13 with the rod 12 so as to reduce loss n; )tion as much as possible and always hold the blind or actuating end' 14 in .close relation to the end 15 of the rod 12. As illustrated, I pro# vide a collar 17, on sleeve 13, and a collar 18 'on rod 12. A contractilelspring 19 has' its ends connected with said collars so that the rod and sleeve will at all times occupy the relation shown in Fig. .4.' f

1" I will next describe the manner in which the sleeve13 is clutched in order to prevent retractiv'e movement of the rod 1'2 from 'the brake setting position, this function being performed when the device of my invention is operative.

A'elutch lever is designated at 20 and the loiver end thereof is mounted upon a fixed pivot 21 which is very firmly anchoredin any suitable manner, not shown. Above the pivot 21. ihc lever is provided with a clutch bore 22 through which the sleeve 13 is normally slidalilc.. It will be noted that the axis of the clutch bore is not at right angles to the longitudinal axis of the lever but isA slightly oblique' thereto.' Thus it willbe seen that when the lever is inI an inoperative position. as shown in Figs. 2 and. 3, the sleeve 13 can readily pass to and f'ro through the lever without restriction. However, when the lever 20 is in the clutch position -shown in Fig. et, then portions 23 and 24 will clutch or bite into the sleeve 13 to hold the latter and the: rod 12 against retraction. A. fixed stop 25 limits movement of the lever 20 toward an inoperative position. contractile spring 2G 'having one end fixed to lever 20, as indicated at 27, and the other :nd fixed to a suitable stationary part as indicated atQS. norm-.illy acts lo rclract lever 90. from the inactive position shown in Fig.

Ainoperative when theair system is operative under air pressure, and. will be released for operation when leakage occurs which would otherwise release the air from holding the 'parts to a brake-set position.

A cylinder 29 is connected by' a pipe 30 with pipe-line2 so that the cylinder 29 will always be filled withstraight air when the car is connected up with the train line. It will also be noted that the pressure end 31, of cylinder 29, is a blind end. A piston 32 is disposed 'in said cylinder and is provided with a piston rod 33 which projects through a suitable packing gland 34. The piston rod 33 terminates in a jaw or bifurcated end having arms 35 which are of sufiicient length to extenda guiding 'relation on opposite dicated at 36 and theY same is adapted for engagement against the edge of lever 20, as shown in Figs. 2 and 3.

A hand or manual release device is provided for the purpose-of releasing clutch action of the device of my invention j ust before the car is hooked up or coupled up with a train.

As shown, a cam 37 is mounted upon a. cam

vspindle 38 and the cam spindle 33 will be mounted in suitable hearings, not shown, to hold the spindle'38 to affixed axis of rotation. The spindle 38 will extend laterally to the side of the'car and may be provided with any suitable form of'crank. whereby the cam 3T maybe turned in' a contra-clockwise direction, lookingl at Fig. 4, to restore the lever 2O to the position shown in Fig. 3, thereby releasing clutch .action on the sleeve 13.

I will now descrihethe operation of' my invention under various conditions.

AIn the drawing. there is shown enough of a single unit of the air system to inakc the, application clear, Vand therefore in the following-description. reference to,the completiair- .system inayghemade .intelligently with ont a full .s ho\\',ing..

Assuming that thc car was coupled up with'a train. it will now lic clear that' Ilic direct connection of ihc what I ma)Y rali' the cnt-ofi or throw-out cylinder. willi thc train li-nc 2. will insure the position ot the throwont piston-32 in a throw-oni or cnt-ont pos-iiion asshoivn in Fig. 2. Thusihrongluml' the .normal operation of' the brake system,

rod 12 would be advanced accordingly. other words, because ot the blind end 14, the

and :While the car is coupled up" with the train, the lever willalwaystbe forcedl againsty the vstop 25 by the piston 32 so that the' sleeve 13 will be free to reciprocate 'through the bore 22.

Therefore, assuming that the car Was'coupled up with a4 train, the piston 8 could be advanced under pressure to the brake-applying position shown in Fig. 3, and the sleeve 13 together with the brake brake rod would be advanced with the sleeve. By reason of the spring 19,'it will be seen that after the piston S was released from pressure, then the spring 10 would retract. the piston 8, as shoivn in' Fig. 4, and the action. of 'the brakes, tending to release theml selves from the Wheels, would retraotthe rod l 12- and'the rod 12, engagingthe blind end'll, ivould correspondingly retract the sleeve, the spring v1 9 functioning to prevent the blind end 14fiorn being retract-ed farther than 'therod'lQ. i The foregoing clearly illustrates the operation while th'e car is coupled up with th'e train.

Now assuming that a car was uncoupled f frein a train with the idea. of switching the car onto a siding, it Will be'app'arent-'that if the siding ivas on an' incline or Was down hill. lthenthe switchman' would 'turn theangle 'cock when he uncoupled tliecar and after lthe'car got to the desired position on the siding, the 'air brakes would hegapplied from a source-of pressure 1n the auxiliary reservoir. The train line 2 would stlll con tain air pressure which would maintain fthe piston 32 in a throw-out pos1t1on,'as'shon'n "in Fig. 2'. Ordinarily,`it is the rule to apply @the hand brake to' a car on a. siding, if itisa down hill' sidingbut sometimes this rule 1s not complied with. 'After a c'ar has been uncoupled from a train andhas stood for aperiod of time on a siding, dependent upon the condition 'of the' oars unit of air brake system, leakage of ail-'Will occur and the piston S will be released. Just as soon as this Nleakageuoccurs then the pressure on piston 32 will befvrelased andthe j'awwill'therefore release lever VQ0'` tor action 'by .sprinej 26. 'SprinqF 'QG' will retract lever Qtlinto. a. clutch i position. as shown in Fig; 4l, and therefore the 4device of my'invent-ion will automati- .cal'l-'y and mechani'ca-ll)7 hold the brakes in the air-set position without necessitating ma -nipulationotzthe hand brake.v This condii ti'o'nioflthe mechanism will hemaintained.

as long as the car is on'the.- siding and its maintenance ivfll not depend uponair presg siiregbut ivill be absolutelyv positively maintained b vf'a mechanical clutch which could in no way become released.-

Before -coupling* np the car to' a train. the

sivitchman would mamfally operate thc-cani device fil' so. as to throw the lever Q0 sutlieie'ntlyv -out ot an active 'position such as -said system: substantially as described.

energized or dependent upon the aiiI in the System for its active operation. The only dependence placcd'upon the air 'of the. syste'ln for operation of the device -of my invention is in maintaining the device inoperative. This can' be'relied upn absolutely because irrespective'of leakage in the system, it will be understood that when a car is cou-pled up 4to the train there is always a source of air supply from the engine which will overcome any defectsin .the'systenn `v-ithin practical limit; l

'A lAnother feature of my invention which enhances sec-urityis the fact that the. throi'vout.- cyl-inderQQ' is directly connected :with a. source of supply of st 'aight air thereby not only provicling positive but quickly respon# sive-action. j

A. great source of'danger in hilly countries-results front-cars 'on a siding,-sta rting down-hill and running ivild on the .main

tracks, 'and the great losses and heavyT dam- 1.00

ages to 4which railroads have vbeen subjected on account of these aecidentscould be wholly t-ain it 4because of the absolute brake control 11o which is afforded on detached ca rs. A

It is believed Athat thenovelty and utility otmyfinvention ltvillbe .falliv understood from the foregoing description. and vvh'il'e l have herein shoivn and described one specific i l 4formfof my invention, I do not wish'to be limited thereto .exceptfor .such limitations as the' claims may import.

I 'claim automatically-acting mechanism for maiut'ainingr the brake in anair-set position upon airlea tage troni thesystem and freeing the actuating portion of said system for recoil to a n ormal position. and means controlled 12.* hv the air of said svsten'i tor normally maintaining saidniechanisni inoperative prior to air leakage and releasing! said mechanism for automatic operation upon leakage troni 1.`1'n combination. an air l'nakeisjvstem. 120

` tially as described.

auxiliary mechanism adapted tomaintain.

the brake in an air-set position and being tree. from positive connection with the brake actuating portion ot' said system. and means controlled by the air of said system for normally maintaining said auxiliary mechanlsni inoperative prior to air leakage and releasing said mechanism for operation upon air leakage Jfrom the system, substan- 'l. In coinbiinition. an air auxiliary mechanism t'or holding the. brakes in au air-set position and being` -t'ree from positive connection with the brake actuat- ;||ig portion of said system, and means energixed by' the air ot said system under an operative pressure for maintaining said iecliaiiisin inoperative and releasing said means upon decrease ot pressure in said system to permit said mechanism to operate,

' substantially as described.

l. ln coiiibnation. an air brake system.

auxiliary clutch mechanism for holding the brakes iii an ali-set position and belng free from positive connection with the brake actuating' portion of said system, and means energized by tbe air of said system under anzoperatii'e pressure for maintaining' said .inet-banisiii inoperative and releasing Said means upon decrease ot pressure in said .systeni to permit said mechanism to operate, substantially as described. i. Iii an air brake system, a brake rod connected 4for actuation by said system to set the brakes. and automatically acting finechanisiii iiidependel'it 'from that portion 'ot' the system actuating said rod for liold ing said rod to an air brake set position upon release of stress on said` rod by said system. substantially as described.

11i an air brake system, a unit ot' the air brake for each ca r for setting the brakes of such car, and automatically actingmecliation upon release of the intakes by such car unit system after the car has been disconnected from the train, substantially as de scribed.

7. ln an air brake'system, a unit of an air brake systei'n tor each car forsetting the brakes ot' such car. and mechanically acting automatic mechanism for each car independent of that portion of the. air brakes iiiiitactuating the brakes for holding the brakes of such car in an air-set position after the. car has been disconnected from the train and upon release. of thc brakes by .such unit of the svstem, substantially as described.

8. In combination. an air brake system 1ncludi'n...r a brake piston, a push rod adapted to 'be Ladvanced by lpttessaim movementJ of said piston and. pen'dently retractable brake system. i

willi respect thereto, a clutch sleeve coupled to said rod against. retraction ot' said rod independently ot', said sleeve and adapted to be advanced with said rod by said piston ou pressure morement of the. latter, auto iiiatically acting mechanism for gripping said sleeve to hold said i'od .in an air-sei position upon leakage from said system, and means actuated by normal pressure insaid system for normally rendering said mechanisni inoperative, substantially as described.

n, In combination', an air brake system. and automatically acting mechanical mechanism for maintaining tlicpbrakes in au air set position upon air leakage from said system irrespective ofthe position assumed by the brake pistou resulting from alii' leakage, substantially as described.

10. In combinatione an air brake system. and'automatically acting mechanism for maintainingthebrakes in an air 'set posi Sti leakage "from said system irrespective. of the position assumed by the brake piston resulting lfrom air leakage, substantially as described.

11. In combination, an air brake system including a brake piston, a brake rod and a clutch member adapted to be actuated by said piston and said rod and clutch iiiciu-' ber being operatively connected with each other against independent moyeiiient of the rod with respect to said member in one. di rection, and means for clutching and liolding said member to maintain said rod in the position into which the piston actuated it` irrespective of the position assumed by said piston, substantially as described. 12. In combination, an air brake system. automatically acting mechanism independent of the brake actuating portion of .said system for maintaining the brakes in an airset position prior to release 0f the brakes by air leakage from said system, and means actuated by thc air of said system for maintaining said mechanismoperative, substantially as described.

13. In combination. an air brakel system including a. train pipe.' automatically acting mechai'iisn'i independent of the brake actuating portion of said system for each lcar for holding the brakes in 'an air-set position after the car has been detached from thc train and air leakage or bleeding has occurred in the cars system, and means cncrgized by direct air from the train pipe bleeding has occurred in the air brake' sysLv tern,land ya device for each car for rendering ald mechanism inoperative, substantially -as described.

15. In'colnbination, anair brake systemincluding a brake rod and a rod holding sleeve therefor, an'd' means for clutching said sleeve to' hold said .rod in an airset position said means inc uding a lever'piv.

'otedf laterally of said -sleeve and having a clutch bore through which thesleeve proJ jects. and said bore having its axis obliquely disposed with respect to the' longitudinal axis of the lever, and normally acting to` move saidv lever into a sleeve clutching position, substantially as described.

combination, an air brake system i-noluding'abrake-rod and a rod holdi sleeve therefor, 1 means for clutching sei sleeve to hold saidrodin an air set. position, 'said'means including a lever plvoted" laterally o'f said sleeve and having a ,clutch bore through which the sleeve projects, means 4normally acting 4to move said lever into a sleeve clutching position, and means controlled by the .air vof said s stem for' moving said lever intoan unclutc ing position,"substantially 'as described. l

In testimony that I claim the foregoing as myvown, I hereby. arix my signature.

' ROBERT B. LIED-Lern 

